Method and system for automatically connecting and disconnecting batteries for electric vehicles

ABSTRACT

An automated connection and disconnection system for a battery assembly is disclosed. The system may be implemented by a first component of an electric vehicle and a second component of the battery assembly. The first component includes a linear actuator that is configured to push a set of electrical connectors associated with the electric vehicle outward and establish a connection with a corresponding set of electrical connectors associated with the battery assembly. The process of connecting or docking the battery assembly to the electric vehicle is thereby automated and the time needed to exchange batteries is reduced. The system further includes provisions for ensuring the two components remain aligned relative to one another during docking.

BACKGROUND OF THE INVENTION

The present invention relates generally to mining vehicles.

Various types of mining vehicles may be used to remove and transportmaterial in a mining operation. One type of vehicle, a loader, may beused. Traditional loaders may operate with diesel-powered engines.Diesel powered loaders can have different loading capacities.

Electric vehicles may operate with one or more electric motors poweredby batteries. Batteries in electric vehicles, such as cars and otherkinds of vehicles, may be large and heavy. More specifically, electricloaders and LHD (load, haul, dump) machines such as those with capacityof four tons or greater, depend on batteries that are bulky and have anirregular exterior structure. Disconnecting and reconnecting batteriesmay require external infrastructure such as cranes, lifts or othersystems as well as multiple manual steps.

SUMMARY OF THE INVENTION

Various embodiments of a mining vehicle are disclosed. The embodimentsprovide mining vehicles that are battery powered rather than dieselpowered.

In one aspect, a battery docking component for an electric vehicleincludes a body portion including a forward-facing surface, theforward-facing surface comprising a male interface configured to connectto a female interface of a battery assembly. The battery dockingcomponent also includes a linear actuator comprising a linear actuatorand a linkage assembly that is disposed behind and movably connected tothe body portion, the linear actuator being configured to push the bodyportion distally outward in order to automatically connect the maleinterface to the female interface.

In another aspect, a battery docking system includes a first dockingcomponent connected to an electric vehicle and a second dockingcomponent connected to a battery assembly. The first docking componentincludes a body portion including a male interface configured to connectto a female interface of a battery assembly. The male interface furtherincludes a first set of electrical connectors, and a linear actuator. Inaddition, the second docking component includes a female interfaceconfigured to connect to the male interface. The female interfacefurther includes a second set of electrical connectors. Furthermore, thefirst set of electrical connectors is configured to automaticallyconnect to the second set of electrical connectors when the linearactuator transitions from a retracted state to an extended state duringdocking.

In another aspect, a method of automatically connecting a batteryassembly to an electric vehicle includes a first step of receiving arequest to perform an automated docking operation, and a second step ofcausing, in response to the request, a linear actuator to transitionfrom a retracted state to an extended state, thereby pushing a bodyportion of the electric vehicle distally outward. In addition, themethod includes a third step of automatically connecting a first set ofelectrical connectors disposed on the body portion to a second set ofelectrical connectors disposed on the battery assembly, therebyproviding power to the electric vehicle.

Other systems, methods, features, and advantages of the invention willbe, or will become, apparent to one of ordinary skill in the art uponexamination of the following figures and detailed description. It isintended that all such additional systems, methods, features, andadvantages be included within this description and this summary, bewithin the scope of the invention, and be protected by the followingclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention can be better understood with reference to the followingdrawings and description. The components in the figures are notnecessarily to scale, emphasis instead being placed upon illustratingthe principles of the invention. Moreover, in the figures, likereference numerals designate corresponding parts throughout thedifferent views.

FIG. 1 shows a schematic view of an embodiment of a mining vehicledocked to a battery assembly;

FIG. 2 shows a schematic side view of an embodiment of a mining vehicleun-docked from a battery assembly;

FIG. 3 shows a schematic view of various internal components of aportion of a mining vehicle, according to an embodiment;

FIG. 4 is a schematic isometric view of an embodiment of a batteryassembly and a portion of a mining vehicle prior to docking;

FIG. 5 is a schematic isometric view of an embodiment of an activecomponent and a passive component aligned and facing one another in theun-docked state;

FIG. 6 is a schematic head-on view of an embodiment of an activecomponent of a mining vehicle;

FIG. 7 is a schematic head-on view of an embodiment of a passivecomponent of a battery assembly;

FIGS. 8A-8C depict an embodiment of a docking sequence between an activecomponent and a passive component;

FIGS. 9A and 9B depict an embodiment of a linear actuator causing a bodyportion of the active component to travel forward;

FIGS. 10A and 10B depict an embodiment of an alignment system for thepassive component;

FIG. 11 depicts an embodiment of an alignment system for the activecomponent; and

FIG. 12 is a flow chart presenting an embodiment of a method ofautomatically connecting a battery assembly to an electric vehicle.

DETAILED DESCRIPTION

The present disclosure is directed to an automated mechanism for theconnection and disconnection of a battery to an electric-poweredvehicle. As will be discussed in further detail below, the proposedembodiments provide a battery connection system configured toautomatically connect and disconnect a battery assembly from a vehicle.Such a system can considerably reduce the time needed for a battery swapto occur. It is desirable to have a system that can efficiently swap outdischarged batteries with fully charged batteries so that vehicles arenot idle for long periods as they wait for recharging. In particular, byimplementation of the proposed systems, an operator of the vehicle is nolonger required to manually connect and/or disconnect the batteryassembly from the vehicle. The proposed systems significantly reduce thetime needed to ‘swap’ one battery assembly for another. For example,automation of the connection process reduces the number of times anoperator must exit and re-enter the cab throughout the process, whilealso greatly improving the overall efficiency of the operation.

In traditional battery swap scenarios, an operator is typically requiredto engage in a number of manual steps. For example, in many cases theoperator must: (a) exit the vehicle cabin; (b) walk to the portion ofthe vehicle on which the depleted battery assembly is mounted; (c)disconnect the battery assembly manually; (d) return to the vehiclecabin; (e) dismount the battery assembly; (f) move the vehicle to thenew (charged or fresh) battery assembly; (g) cause the new batteryassembly to be mounted; (h) exit the vehicle cabin; (i) walk to thenewly mounted battery assembly and manually connect the fresh batteryassembly; and (j) return to the vehicle cabin. These steps must occurbefore the vehicle is ready to return to normal operation. In somecases, the operator must apply some effort to align the cables.

The proposed embodiments describe a system by which some or all of thesesteps may be automated, providing for a modular, hands-free mechanism ofbattery exchange in a challenging environment. As discussed in detailbelow, the mechanism comprises a vehicle-side module (“activecomponent”) hard-wired to the cabling for the vehicle and a battery-sidemodule (“passive component”) hard-wired to the cabling of the batteryassembly. Each side is configured to align and dock together toelectrically connect in an automated fashion without manualintervention. In different embodiments, the mechanism includesprovisions for the two components to securely and automatically mate andprovide an electrical connection as well as for the two components to beautomatically disconnected and pulled apart. In one embodiment, theactive portion is electrically actuated and includes a linkage to ensurepositive engagement. Thus, the proposed embodiments offer a solution tothe problem of requiring an operator to disconnect a battery from thevehicle, and connect a fresh battery to the vehicle manually. In someembodiments, the active component can be modular, and refer to acomponent that can be installed and removed and/or replaced from thevehicle when desired; similarly, in some embodiments, the passivecomponent may also be modular and readily removed and/or replaced fromthe battery assembly when desired.

As noted above, the proposed embodiments are directed to a batteryconnection system for a vehicle. The vehicle is zero emissions electricvehicle and uses only a battery to power the vehicle in place of aconventional diesel engine. For purposes of example, the proposedsystems and methods will be described with respect to a mining vehicle.The vehicle may be used in mining operations. In some embodiments, thevehicle is a loader or an LHD (load, haul, dump) machine. For example,the loader may have a loading capacity of a few tons, or greater rangingfrom 10-tons and above. The vehicle presented for purposes ofillustration in FIGS. 1 and 2 has an 18-ton capacity. However,embodiments of the connection system may be implemented with variousbatteries configured for use with a wide range of electric vehicles andvehicle capacities.

Furthermore, it should be understood that in different embodiments theproposed systems and methods may be used with other types ofelectric-powered vehicle, including automobiles and other motorizedvehicles, such as cars, trucks, airplanes, and motorcycles. Theembodiments include various provisions that enable a vehicle to connectand disconnect to a removable battery pack.

The mining vehicle described herein is a heavy duty industrial electricvehicle designed to operate in a continuous work environment such as asub-surface mine. An overview of a sub-surface mine environment andgeneral description of electric vehicles and electric power systems forsub-surface mining are described in co-pending application Ser. No.15/133,478 filed on Apr. 20, 2016, titled “System And Method ForProviding Power To A Mining Operation,” the entire contents of which arehereby incorporated by reference. Electric mining vehicles are poweredby at least one heavy-duty, high-powered battery pack which is comprisedof multiple battery modules contained in a pack housing. Each module iscomprised of multiple cells. The modules may be equipped with an arrayof operational sensors and may be provided with electronic components toprovide data from the sensors to a separate maintenance network. Sensorscan include temperature sensors, timing devices, charge level detectiondevices, and other monitoring devices which can be employed to providean operations center with accurate, real-time data regarding theperformance of the module and its performance history. Details of thesetypes of battery packs and the associated data generation and monitoringcan be found in U.S. patent application Ser. No. 14/494,138 filed onSep. 23, 2014, titled “Module Backbone System;” application Ser. No.14/529,853 filed Oct. 31, 2014, titled “System and Method for BatteryPack Charging and Remote Access;” and application Ser. No. 14/721,726filed May 26, 2015, titled “Module Maintenance System;” the entirecontents of which are hereby incorporated by reference. In otherembodiments, different battery assemblies configured for use by othertypes of vehicles may be incorporated for use by the proposed systems.

FIG. 1 illustrates a schematic isometric view of a vehicle 100. As ageneral matter, vehicle 100 may be comprised of a frame 101 (orchassis), a set of wheels 110 and a bed 112. Bed 112 may be coupled withframe 101 and may be tilted between a lowered position (shown in FIG. 1) and a raised position during operation. For reference, vehicle 100 isalso characterized as having a front end 90, a rearward end 92, a firstside 94 and an opposite-facing second side 96. Vehicle 100 is alsoprovided with various standard vehicular provisions, such as cab 116 forreceiving one or more operators. In some embodiments, vehicle 100 may bedivided into a first frame portion 122 and a second frame portion 124.First frame portion 122 may be a front portion associated with cab 116.Second frame portion 124 may be a rearward portion associated with bed112. In some embodiments, a mechanical linkage 125 connects first frameportion 122 and second frame portion 124 so that the two portions canmove relative to one another (e.g., swivel or pivot).

Vehicle 100 also includes a propulsion system comprising one or moreelectric motors that are powered by one or more batteries. In someembodiments, vehicle 100 may include at least two electric motors forpowering each pair of wheels. In some embodiments, vehicle 100 mayinclude four electric motors, where each motor independently powers oneof four wheels. It may be appreciated that the exact locations of eachmotor may vary from one embodiment to another.

Some embodiments may also be equipped with an auxiliary motor (notshown). In some embodiments, an auxiliary motor may be used to driveother sub-systems of vehicle 100, such as a mechanical system that maybe used to mount and dismount batteries. Optionally, in otherembodiments an auxiliary motor may not be used.

Embodiments can incorporate one or more batteries to power set of motorsand/or an auxiliary motor. As used herein, the term “battery pack”generally refers to multiple battery modules in a heavy-duty packhousing. Each module is comprised of multiple battery cells. In thisway, a battery pack also refers to a collection of individual batterycells. The battery cells, and therefore modules, are functionallyinterconnected together as described in the previously incorporatedpending applications.

In different embodiments, a battery pack could incorporate any suitablekind of battery cell. Examples of battery cells include capacitors,ultra-capacitors, and electrochemical cells. Examples of electrochemicalcells include primary (e.g., single use) and secondary (e.g.,rechargeable). Examples of secondary electrochemical cells includelead-acid, valve regulated lead-acid (VRLA), gel, absorbed glass mat(AGM), nickel-cadmium (NiCd), nickel-zinc (NiZn), nickel metal hydride(NiMH), lithium-ion (Li-ion), and the like. A battery cell may havevarious voltage levels. In particular, in some cases two differentbattery cells in a battery pack could have different voltage levels.Similarly, the battery cell may have various energy capacity levels. Inparticular, in some cases, two different battery cells in a battery packcould have different capacity levels.

In some cases, it may be desirable to use multiple battery packs. Asused herein, the term “battery pack assembly”, or simply “batteryassembly” refers to a set of two or more battery packs. In someembodiments, a battery assembly may also include a cage or similarcontainer for holding the separate battery packs together.

As seen in FIG. 1 , vehicle 100 is configured with a primary batteryassembly (“battery assembly”) 104. In some embodiments, primary batteryassembly 104 may be located at front end 90. In one embodiment, primarybattery assembly 104 may be disposed near to cab 116, which is locatedalong the first frame portion 122 and on first side 94 of vehicle 100.In some embodiments, primary battery assembly 104 comprises two batterypacks. These include a first battery pack 126 and a secondary batterypack 128. The first battery pack 126 and second battery pack 128 may beretained within an interior cavity in a battery cage 106. In otherembodiments, the primary battery assembly 104 includes only one batterypack, or more than two battery packs.

In different embodiments, vehicle 100 may also include an auxiliarybattery pack. The auxiliary battery pack may be disposed in a separatelocation from primary battery assembly 104. As discussed below,auxiliary battery pack may be used to power vehicle 100 while theprimary battery assembly is being swapped. Auxiliary battery pack mayalso be referred to as a “tramming battery”. As seen in FIG. 1 , primarybattery assembly 104 is exposed on an exterior of vehicle 100.Specifically, various exterior surfaces of the battery cage 106 thatserves as an outer housing and contains one or more battery packs maycomprise part of the exterior of vehicle 100 when the assembly ismounted on the vehicle. In contrast, the auxiliary battery pack can bean internal battery and is retained within the chassis of vehicle 100.

In different embodiments, battery assembly 104 may be removably attachedto vehicle 100. As used herein, the term “removably attached” refers totwo components that are joined together but that can be separatedwithout destroying one or the other component. That is, the componentscan be non-destructively detached from one another. Exemplary modalitiesof “removable attachment” include connections made using removeablefasteners, latches, locks, hooks, magnetic connections as well as otherkinds of connections. In contrast, an auxiliary battery pack may be“fixedly attached” to vehicle 100. For example, an auxiliary batterypack may not be separated from vehicle 100 without requiring part ofvehicle 100 to be disassembled and/or without destroying one or moreparts. However, in other embodiments, the auxiliary battery may also beremovably attached.

The embodiments may provide a zero emissions electric vehicle withcomparable hauling capacity to similarly sized diesel-powered vehicles.In discussing the form factor of a vehicle, the description discussesthe overall length, overall width, and overall height of a vehicle, aswell as various other dimensions. As used herein, the term overalllength refers to the distance between the forward-most location on avehicle and the rearward-most location on the vehicle. In some cases,the forward-most location may be a located on the cab or batteryassembly. The term overall width refers to the distance between opposingsides of the vehicle, and is measured at the “outermost” locations alongthe opposing sides. The term overall height refers to the distancebetween the lowest point of a vehicle (usually the bottom of the wheels)and the highest point of a vehicle.

Each of these vehicle dimensions may correspond with an axis ordirection of vehicle 100. That is, the overall length of vehicle 100 maybe taken along a lengthwise direction (or axis) of vehicle 100. Theoverall width of vehicle 100 may be taken along a widthwise direction(or axis) of vehicle 100. Also, the overall height of vehicle 100 may betaken along a height-wise direction (or axis) of vehicle 100.

Embodiments can include a system for mounting and dismounting one ormore battery packs. For example, vehicle 100 may incorporate an onboardmounting and dismounting system. The mounting and dismounting system mayinclude all the necessary components required to lift and lower primarybattery assembly 104. As noted above, in order for the battery pack toprovide power to vehicle 100, the battery pack must be electricallyconnected to the vehicle. For example, in some embodiments each batterypack of primary battery assembly 104 may power a different set of motors(and accordingly, a different set of wheels). In some cases, eachbattery pack may power a pair of motors on a particular axle (e.g.,front axle or rear axle). In one embodiment, first battery pack 200 maybe connected via a power cable to components on a front axle assembly.In one example, first battery pack 126 may provide power to both a firstelectric motor and a second electric motor to power a front set ofwheels. Likewise, the second battery pack 128 may be connected via apower cable to components of a rear axle assembly. For example, secondbattery pack 128 may provide power to both a third electric motor and tofourth electric motor to power a rear set of wheels. By powering thefront and rear axles using separate battery packs, the amount of powerrequired that must be delivered to a single source is reduced. This mayallow for the use of smaller power cables (or cables with a lowercurrent rating) that are easier to manage and/or less likely to fail. Inother embodiments, the battery pack(s) may be managed to power variouscomponents of the vehicle in other arrangements.

As noted earlier, the proposed systems and methods provide an automatedconnection and disconnection mechanism (“connection mechanism”) by whichthe primary battery assembly 104 may be connected and/or disconnected tothe vehicle 100. An exterior view of an example of a connection system150 can be seen in FIGS. 1 and 2 . The components comprising theconnection system 150 will be discussed in greater detail with referenceto the drawings below.

As seen in FIG. 1 , battery assembly 104 is mounted on the front end 90of vehicle 100. In other embodiments, the vehicle 100 may be configuredto dock with battery assembly 104 on the rear end or sides of vehicle100. In the current embodiment, outer cage 106 (i.e., housing) ofprimary battery assembly 104 is docked onto a forward-facing portion ofvehicle adjacent to where cab 116 is disposed. Moreover, with batteryassembly 104 mounted to vehicle 100, battery assembly 104 forms partsthe forward surfaces of vehicle 100. FIG. 2 depicts an isometric view ofvehicle 100 where the battery assembly 104 has been dismounted andseparated from vehicle 100. When battery assembly 104 is dismounted, thevehicle 100 includes an exposed forward-facing surface 210 along thefront surface of vehicle 100.

Thus, when a battery assembly is removed from vehicle 100, the geometryof its exterior surface changes since the walls of the battery assemblyform a part of the vehicle's exterior surface when mounted. In addition,the battery assembly 104 includes an exposed rearward-facing surface220, where the rearward-facing surface 220 and forward-facing surface210 are designed to face one another during mounting and connection. Byplacing the primary battery assembly on the exterior of vehicle 100, itmay be easier to mount and dismount the battery compared to electricvehicles with internally located batteries. Moreover, the battery cagecan simultaneously provide structural support for containing the batterypacks as well as provide structural support on an exterior of thevehicle.

As noted above, in different embodiments, the connection system 150includes an active component 252 and a passive component 254, each ofwhich will be described in greater detail below. The active component isreferred to as active due to its behavior during the docking andun-docking operations (see FIGS. 9A and 9B), while the passive componentremains relatively static during the docking and un-docking operations.In the embodiment of FIG. 2 , the active component 252 is disposed alonga peripheral corner portion 250 of the vehicle 100. For example, theperipheral corner portion 250 can be disposed along an outermost forwardedge of the vehicle 100 near or directly adjacent to a forward axle 290.In one embodiment, a control panel 256 can also be included along theouter surface of the peripheral corner portion 250 that can provide anoperator with the ability to modify the operation of the automatedsystem, if so desired.

In order to provide the reader with a greater understanding of theproposed embodiments, additional details regarding the peripheral cornerportion 250 are discussed with reference to FIG. 3 . In FIG. 3 , acutaway interior view of the peripheral corner portion 250 is shown. Theactive component 252 can be more clearly observed, including a malecoupling interface portion (“male interface”) 310 that faces outward.The active component 252 is disposed against an inner forward-facingwall 330 of the vehicle. In addition, an electrical box 300 is disposedadjacent to the active component 252, in this case above the activecomponent 252. A plurality of electrical cables (“cables”) 350 arejoined to a first set of internal connectors 352 attached to theelectrical box 300 and extend into an opening formed in a top portion ofa housing frame (“housing”) 390 of the active component 252. In oneembodiment, half of the cables 350 are attached to a second set ofinternal connectors via a first cabling panel portion 354 disposedinside of the active component 252, and the remaining half of cables 350are attached to a third set of internal connectors via a second cablingpanel portion (obstructed from view by an outer sidewall of housing 390)on the opposite side of a linear actuator 320. Each of the cabling panelportions are in electrical communication with a first set of externalconnectors (“first connector set” or “first connector array”) 312disposed on the male interface 310 (see FIG. 6 ). In other embodiments,the cabling may be routed differently than shown here, and/or theinternal connectors may be located in other regions of the system.

The linear actuator 320 can be seen protruding partially out of the topportion of the housing 390 of active component 252. As will be discussedbelow, the linear actuator 320 is configured to move the male interface310 back and forth along a longitudinal axis 314 (see FIGS. 9A and 9B).As can be appreciated from the view of FIG. 3 , once the passivecomponent of a battery assembly is connected to the active component252, electricity can flow through the cables 350 and provide power tothe vehicle. This occurs without manual interaction with cables 350,greatly increasing efficiency, reducing vehicle downtime, and allowingfor a streamlined and effective battery connection (and disconnection)process.

An overview of an embodiment of the connection mechanism is depicted nowwith reference to FIG. 4 . In FIG. 4 , the battery assembly 104 and theperipheral corner portion 250 of the vehicle can be seen in adisconnected configuration. The schematic view more clearly depictsvarious structural features of battery assembly 104. However, it may beappreciated that in different embodiments, some of the followingfeatures of a battery assembly could be optional. In this example,battery assembly 104 includes an outermost battery cage 106, firstbattery pack 126, and second battery pack 128. Each battery pack mayfurther one or more battery cells.

In general, battery cage 106 may serve to retain and protect eachbattery pack. To this end, battery cage 106 may be sized and dimensionedto receive each of first battery pack 126 and second battery pack 128.In some embodiments, battery cage 106 is configured as a relatively thinouter casing with an interior cavity that can hold two battery packs ina side-by-side configuration. In particular, battery cage 106 may have ahorizontal footprint that is slightly larger than the horizontalfootprint of the two battery packs together. Battery cage 106 also has avertical height that is slightly larger than the height of a singlebattery pack. Battery cage 106 may include provisions to facilitatemounting and dismounting. Some embodiments can include one or morehorizontal bars that are configured to facilitate mounting. Someembodiments can include one or more vertical bars that are configured tofacilitate mounting. Some embodiments can include a combination ofhorizontal and vertical bars to facilitate mounting. As seen in FIG. 4 ,battery cage 106 includes a set of horizontal mounting bars, includingan upper horizontal mounting bar 422 and a lower horizontal mounting bar424, as well as a set of vertical mounting bars including a firstvertical mounting bar 472 and second vertical mounting bar 474.

It may be appreciated that both horizontal bars and vertical bars canfacilitate mounting in at least three ways. First, either type of barcan be grasped by components of a mounting and dismounting system tohelp raise and/or lower the battery assembly. Second, either type of barcan facilitate horizontal and/or vertical alignment by interacting witha corresponding component on a mounting and dismounting system (e.g., av-shaped block that may help to automatically align the battery cage inthe horizontal and/or vertical directions). Third, either type of barcan be locked in place, for example using one or more latches or otherlocking mechanisms. It may be appreciated though that in differentembodiments horizontal and vertical bars could be used to achievedifferent functions (e.g., horizontal bars for lifting, alignment andlatching and vertical bars for alignment and latching but not lifting).

In some embodiments, battery cage 106 may primarily be closed on thebottom and side surfaces. However, battery cage 106 may be partiallyopen on rearward side that faces the vehicle so that connecting ports orother provisions of the battery packs can be exposed. Furthermore,battery assembly 104 includes passive component 254 that is exposedthrough a gap in battery cage 106, as shown in FIG. 4 . The passivecomponent 254 is configured to enable power to flow from both the firstbattery pack 126 and the second battery pack 128 to the vehicle (whenthe battery assembly is connected to the vehicle). In other words, thebattery assembly 104 allows for the vehicle to be connected to andpowered by multiple battery packs via a single port or interface.

In FIG. 4 , two dotted lines indicate the connection path between themale interface 310 of the active component 252 and a female couplinginterface portion (“female interface”) 410 of the passive component 254,where the term interface corresponds to the external, outwardly facingregion and associated connectors formed on each component. When the twocomponents are brought together during the mounting and docking process,embodiments of the proposed systems enable the active component 252 to‘pop out’ or travel outward in order to complete the electricalconnection with the passive component 254. Similarly, prior to thedismounting process, the active component 252 will be automaticallyretracted and separated from the passive component 254, allowing for asimplified, reliable, and swift disconnection between the vehicle andthe battery assembly 104.

As noted above, it is desirable to have a system that can efficientlyswap out discharged batteries with fully charged batteries so thatvehicles are not idle for long periods as they wait for recharging. Indifferent embodiments, the vehicle is configured with all the provisionsnecessary to dismount discharged batteries and mount fully chargedbatteries on the ground of a mine, for example as discussed in U.S.Patent Publication Number 2019/0263269 filed on Feb. 28, 2018, titled“Mounting and dismounting system for a battery assembly,” the entirecontents of which are hereby incorporated by reference. As a generalmatter, when the vehicle has depleted the power from its current batterypacks assembly such that the battery assembly has a low charge, thevehicle can be moved towards an area where a fully charged batteryassembly (i.e., an assembly with fully charged battery packs) isdisposed. Before mounting a new battery assembly, however, the vehiclemay travel to a location that is adjacent to the charged batteryassembly in order to dismount (physically remove or “drop off”) thedischarged battery assembly.

Prior to dismounting the battery, one or more physical connectionsbetween primary battery assembly and the vehicle must be disconnected.Such connections can comprise of electrical circuits that direct powerbetween one or more batteries and one or more motors. As noted above,conventional methods required that a vehicle operator exit the cab andwalk over to the end of the vehicle in order to manually disconnect theelectrical cables. In some cases, each battery pack is connected by atleast one cable to one or more electrical circuits. Thus, electricallydisconnecting each battery pack requires manual disconnection of one ormore cables. In contrast, the proposed embodiments describe an automatedconnection system. In other words, rather than requiring an operator tohandle the electrical cables for the battery packs of the batteryassembly, the battery assembly can be fully disconnected with no manualinteraction. This may help save time during the swapping process byreducing the number of times an operator has to get in and out of thecab throughout the process.

Once the depleted battery assembly has been dismounted, the vehicle canmove away from the depleted battery assembly and head to the location ofa fully charged battery assembly. The operator will move the vehicleinto relative position in order to accurately align components of thetwo components. An example of this position is presented in FIG. 2 .Once the charged battery assembly 104 is raised off the ground, theconnection system 150 shown in FIG. 4 will be triggered to reconnect theelectrical cables and/or other physical connections with the batterypacks of battery assembly 104. Further details regarding the two primarycomponents of the connection system 150 will now be provided withreference to FIGS. 5-11 .

An overview of an embodiment of the connection system 150 is provided inFIG. 5 , which offers an isometric, isolated view of both the activecomponent 252 that is connected to or integrated into the vehicle, andthe passive component 254 that is connected to or integrated into thebattery assembly. Some portions of the outermost or exterior housing ofactive component 252 and portions of the battery cage associated withpassive component 254 have been removed to permit the reader a clearerview of some of the structural aspects of the system.

As will be discussed in greater detail below, in different embodiments,the connection system 150 includes provisions for mating or securingeach component together and ensuring a proper alignment and fit forenabling the flow of power between the batteries and the vehicle. Thiswill be presented more directly in FIGS. 6 and 7 below. However, forpurposes of introduction, portions of these structures can be seen inFIG. 5 . For example, as noted earlier, active component 252 includesmale interface 310 and the passive component 254 includes femaleinterface 410. Each interface faces the other interface in anorientation configured to facilitate the contact and link between theelectrical connections (see FIGS. 6 and 7 ) of the two interfaces.

The male interface 310 is an exterior facing surface of a largercarriage body or “body portion” 550 of the active component 252 thatincludes and directs the wiring and cables that will convey power fromthe battery assembly to the vehicle, for example traveling via the firstcabling panel portion 354 (see FIG. 3 ) and second cabling panel portion(not visible here). The body portion 550 and actuator 320 are retainedwithin housing 390. Furthermore, the female interface 410 is an exteriorfacing surface of a larger base portion 580 of the passive component254. The female interface 410 includes elements that direct the wiringand cables configured to convey power from the battery packs to theactive component 252, for example from the first battery pack and thesecond battery pack (not visible here).

In addition, the connection system 150 includes structural featuresconfigured to join and secure (i.e., mate) the two components during theauto-connection process, which will also be referred to herein asdocking. In FIG. 5, a set of mating mechanisms (“mating set”) extendfrom each of the male interface 310 and female interface 410. The maleinterface 310 includes two protruding portions or members, comprising afirst protruding portion 510 and a second protruding portion 512. Inaddition, the female interface 410 includes two receptacle portions,comprising a first receptacle 520 and a second receptacle 522.

In the embodiment of FIG. 5 , the pair of protruding portions aresubstantially similar in shape and dimensions to one another, and thepair of receptacle portions are substantially similar in shape anddimensions to one another. In this case, each protruding portion has agenerally elongated shape (see FIG. 8C). However, in other embodiments,the pair of protruding portions may differ from one another and/or thepair of receptacle portions may differ from one another. The shape anddimensions of each structure can instead be understood to be configuredto match its corresponding mate. In other words, each receptacle portionis configured to snugly receive and connect with a correspondingprotruding portion (providing a first mated set), and each protrudingportion is configured for snug insertion into a corresponding receptacleportion (providing a second mated set). Each mated set is oriented to besubstantially aligned along a horizontal axis. This is represented by afirst central axis 530 extending between the first protruding portion510 and its corresponding mate, the first receptacle 520, and a secondcentral axis 532 extending between the second protruding portion 512 andits corresponding mate, the second receptacle 522. In one embodiment, ahorizontal midline of each of the receptacles and protruding portions isaligned with the central axes.

For purposes of reference, the housing 390 can be understood to includean exterior 370 comprising a rear side 572 (disposed closest to thevehicle), a front side 574 (disposed closest to the battery assemblywhen the two are docked together), a distal side 576 (disposed on thesame side as the cab of the vehicle, and associated with an outersidewall that is removed here), and an open top side 578 from which thecabling and the actuator 320 extend out and to the vehicle. Theopposing, proximal side of the housing 390 of the active component 252is facing an interior region of the vehicle itself and would notnormally be visible. Similarly, for purposes of reference, the passivecomponent 254 can be understood to include a rear portion 582 (providingan interior portion, disposed within the battery assembly cage), and aforward portion 584 (disposed closest to the active component when thetwo are docked together, and exterior to the battery assembly cage, asshown in FIG. 4 ). Only the forward portion 584 is exposed or visiblewhen the component is installed in the battery assembly cage.

Additional details regarding each of the interfaces will now bepresented with respect to FIGS. 6 and 7 . In FIG. 6 , a frontal view ofan embodiment of the active component 252 is shown. In this view, thearrangement of the first set of external connectors (“first connectorset” or “first connector array”) 312 disposed on the male interface 310,introduced earlier in FIG. 3 , can be more clearly seen. In thisembodiment, the first connector set 312 includes a first connector panel610, a second connector panel 620, a third connector panel 630, and afourth connector panel 640, where each connector panel includes aplurality of socket connectors that are each configured to receive andinterface with a corresponding plug connector of the passive component(see FIG. 7 ). In other embodiments, each component may include a mix ofplug connector types and socket connector types, or the active componentmay include plug connector types and the passive component may includesocket connector types.

In some embodiments, male interface 310 comprises a substantiallyrectangular shape. For example, the outer perimeter of male interface310 has a first length 642 that is greater than its first width 644, andincludes a first corner portion 582, a second corner portion 584, athird corner portion 586, and a fourth corner portion 588. In FIG. 6 ,the features of male interface 310 are positioned such that the firstprotruding portion 510 is nearest to the first corner portion 682 andthe second protruding portion 512 is nearest to the third corner portion686 that is disposed at an opposite end relative to the first cornerportion 682. This arrangement can increase the stability of the systemby distributing the locking mechanisms substantially uniformly acrossthe male interface and ensuring the components are held together evenly.Similarly, third connector panel 630 is nearest to the second cornerportion 684 and the fourth connector panel 640 is nearest to the fourthcorner portion 688 that is disposed at an opposite end relative to thesecond corner portion 684. In other embodiments, the arrangement of thevarious features can vary.

Furthermore, for purposes of reference, the male interface 310 can beunderstood to comprise three regions, including an upper region 672, anintermediate region 674, and a lower region 676, where the intermediateregion 674 is disposed between the upper region 672 and lower region676. In the embodiment of FIG. 6 , the first protruding portion 510 andthird connector panel 630 are disposed adjacent to one another in theupper region 672, the first connector panel 610 and second connectorpanel 620 are disposed adjacent to one another in the intermediateregion 674, and the second protruding portion 512 and fourth connectorpanel 640 are disposed adjacent to one another in the lower region 676.The overall arrangement of the features in this case is such that, werethe male interface 310 to be rotated 180 degrees, the position of eachprotruding portion and connector panel would be in substantially thesame arrangement.

In some embodiments, the first connector panel 610 and second connectorpanel 620 are disposed adjacent to one another in a symmetrical (i.e.,mirror-image) arrangement relative to a vertical midline, and includesubstantially similar connector elements. For example, first connectorpanel 610 includes five socket elements (represented by circular areas)arranged in a C-shape and second connector panel 620 includes fivesocket elements (represented by circular areas) arranged in a reverseC-shape. The first connector panel 610 can be configured to receivepower from a first battery pack of the battery assembly, and the secondconnector panel 620 can be configured to receive power from a secondbattery pack of the battery assembly. In some embodiments, the firstconnector panel 610 and second connector panel 620 are configured ashigh voltage connectors, and third connector panel 630 and fourthconnector panel 640 are configured as low voltage connectors.

Referring now to FIG. 7 , a frontal view of an embodiment of the passivecomponent 254 is shown. In this view, the arrangement of a second set ofexternal connectors (“second connector set”) 712 disposed on the femaleinterface 410 can be seen. As will be described herein, the secondconnector set 712 is configured to align with and connect to the firstconnector set 312 of FIG. 6 . In this embodiment, the second connectorset 712 includes a first connector grid 710, a second connector grid720, a third connector grid 730, and a fourth connector grid 740, whereeach connector grid includes a plurality of plug connectors (e.g., pins)that are each configured to insert into and interface with acorresponding socket connector of the active component (see FIG. 6 ).

In some embodiments, female interface 410 comprises a substantiallyrectangular shape. For example, the outer perimeter of female interface410 has a second length 742 that is greater than its second width 744and includes a first corner portion 582, a second corner portion 584, athird corner portion 586, and a fourth corner portion 588. In FIG. 7 ,the features of female interface 410 are positioned such that the firstreceptacle 520 is nearest to the first corner portion 782 and the secondreceptacle 522 is nearest to the third corner portion 786 that isdisposed at an opposite end relative to the first corner portion 782.Similarly, third connector grid 730 is nearest to the second cornerportion 784 and the fourth connector grid 740 is nearest to the fourthcorner portion 788 that is disposed at an opposite end relative to thesecond corner portion 784. In other embodiments, the layout of thevarious structural features can vary. In each case, it can beappreciated that the layout of each structure is configured to alignwith the layout presented of the corresponding mating structures ofactive component shown in FIG. 6 .

Furthermore, for purposes of reference, the female interface 410 can beunderstood to comprise three regions, including an upper region 772, anintermediate region 774, and a lower region 776, where the intermediateregion 774 is disposed between the upper region 772 and lower region776. In the embodiment of FIG. 7 , the first receptacle 520 and thirdconnector grid 730 are disposed adjacent to one another in the upperregion 672, the first connector grid 710 and second connector grid 720are disposed adjacent to one another in the intermediate region 674, andthe second receptacle 522 and fourth connector grid 740 are disposedadjacent to one another in the lower region 776. The overall arrangementof the features in this case is such that, were the female interface 410to be rotated 180 degrees, the position of each receptacle and connectorgrid would be in substantially the same arrangement.

In some embodiments, the first connector grid 710 and second connectorgrid 720 are disposed adjacent to one another in a symmetrical (i.e.,mirror-image) arrangement relative to a vertical midline, and includesubstantially similar connector elements. For example, first connectorgrid 710 includes five pin elements (represented by round orteardrop-shape areas) arranged in a C-shape and second connector grid720 includes five pin elements (represented by round or teardrop-shapeareas) arranged in a reverse C-shape. The first connector grid 710 canbe configured to transfer power from a first battery pack of the batteryassembly, and the second connector grid 720 can be configured to receivepower from a second battery pack of the battery assembly. In someembodiments, the first connector grid 710 and second connector grid 720are configured as high voltage connectors, and third connector grid 730and fourth connector grid 740 are configured as low voltage connectors,again forming a correspondence to the similar arrangement depicted inFIG. 6 .

Furthermore, as noted earlier, in different embodiments the connectionsystem 150 includes provisions for enabling an automated, secureconnection between the active component 252 and the passive component254. Referring now to both FIGS. 6 and 7 , the mated sets across the twocomponents can be better described. In the embodiment of FIG. 6 , it canbe understood that the two protruding portions have a substantiallysimilar geometry and size, comprising generally of an elongatedcylindrical structure with a thick base region at a first (proximal) endand a tapered region at a second outer (distal) end. Throughout thisapplication, proximal refers to a component or element that is disposedcloser to a central mass or center of the larger structure, and distalrefers to a component or element that is disposed further from a centralmass or center of the larger structure. For purposes of illustration, inFIG. 6 , first protruding portion 510 is labeled with a first innerdiameter 602 (corresponding to the narrower tapered end), and secondprotruding portion is labeled with a first outer diameter 604(corresponding to the wider base) that is greater than first innerdiameter 602.

Similarly, in the embodiment of FIG. 7 , it can be understood that thetwo receptacles have substantially a similar geometry and size,comprising generally of a conical outer rim portion and an elongatedcylindrical channel or tube. In FIG. 7 , first receptacle 520 is labeledwith a second inner diameter 702 (corresponding to the narrowerchannel), and second receptacle is labeled with a second outer diameter704 (corresponding to the wider receptacle opening) that is greater thansecond inner diameter 702. Each receptacle is hollow, extending from theopening at a first outer (distal) end and terminating as a blind hole ata second (proximal) end. As will be shown in FIGS. 8A-8C, the dockingprocedure that will secure the two components together is based at leastin part on the alignment of the mated sets, as well as the snug “lockand key” type fit between each of the protruding portion andcorresponding receptacle. Thus, the first inner diameter 602 of thetapered end of the protruding portion is configured to slide and fitsnugly into a slightly larger second inner diameter 702 of thereceptacle toward the end of the channel. Similarly, the second outerdiameter 704 of the opening of the receptacle is configured to receivethe slightly smaller first outer diameter 604 of the base of theprotruding portion to achieve a stable, fixed position. It can furtherbe appreciated that the sloped contact surfaces of the protrudingportion and receptacle act to guide the protruding portion smoothly intoa centrally aligned position with respect to the horizontal directionwithin the receptacle.

As noted earlier, embodiments of the connection system includeprovisions for automatically transitioning from a disengaged orun-docked configuration to an engaged or docked battery configuration,where the use of the term “docked” refers to a complete, locked, andfunctional connection between the vehicle's active component and thebattery assembly's passive component, where the battery assembly is ableto provide power to the vehicle via the established connection.“Un-docked” refers to the state in which the passive component andactive component are no longer connected. An overview of the connectionprocess (“docking”) is illustrated in FIGS. 8A and 8B. FIG. 8A depictsthe position of each component relative to one another in an un-dockedor pre-docked configuration 800, and FIG. 8B depicts the position ofeach component relative to one another in a docked configuration 802.

In FIG. 8A, the active component 252 is disposed directly adjacent tothe passive component 254, with the male interface 310 head-on facingthe female interface 410. As discussed above, the first protrudingportion 510 is directly aligned with the first receptacle 520, and thesecond protruding portion 512 is directly aligned with the secondreceptacle 522, along the horizontal plane. Similarly, the firstconnector set 312 is directly aligned with the second connector set 712along the horizontal plane. Prior to docking, the two components are ina specific orientation and position relative to one another. In someembodiments, a distance 810 between the two components can be betweenhalf an inch to several inches. In the embodiment of FIG. 8A, thedistance 810 may be understood to correspond to approximately one inch.Once the two components are arranged in this specific position, theautomated docking process can be initiated. In some embodiments, dockingcan be automatically initiated when the two components are in aparticular arrangement and distance from one another. In anotherembodiment, the docking can be manually initiated, with the dockingprocess itself being automated following the initiation.

In some embodiments, initiation of the docking process corresponds to acommand being transmitted to the actuator 320. Once the actuator 320 hasbeen triggered, the body portion 550 of the active component 310 will bemoved from a first position to a second position, depicted in FIG. 8B.In the first position (shown in FIG. 8A), a majority of the body portion550 is enclosed, encased, and/or disposed within the outermost housingframe 390 of the active component 310. In the second position (shown inFIG. 8B), a majority of the body portion 550 is external relative to ordisposed outside of the housing frame 390 of the active component 310.The motion of the body portion 550 is substantially linear in adirection aligned with a horizontal axis 890.

In different embodiments, the distance traversed by the body portion 550is at least the distance 810 of FIG. 8A. In general, the distancetraversed will be greater than distance 810, in order to ensure fullcontact between the two connector sets and the two mating sets. Forexample, in one embodiment, the body portion 550 can travelapproximately 1-10 inches. In the embodiment of FIG. 8B, the bodyportion 550 has traveled approximately five inches, enabling the activecomponent 252 to become docked with passive component 254. In otherwords, the two components are now locked together. The mating setsanchor and hold the two components together in a stable, steadyconfiguration, and ensure the connectors are aligned correctly to enablea full connection between the two interfaces. Additional informationregarding the alignment of the two sets of connectors will be discussedwith respect to FIGS. 10A-11 . It can be understood that the batteryassembly will remain securely connected to the electric vehicle until arequest to perform an un-docking operation is received by the system, inwhich case the linear actuator will transition from the extended stateto the retracted state, causing disconnection and un-docking to occur,and returning the components to their initial configuration immediatelyprior to docking.

For purposes of clarity, a modified view of the docked configuration 802is presented in FIG. 8C. In FIG. 8C, an approximate positioning of thefirst protruding portion 510 relative to the first receptacle 520 can bemore clearly seen as the first receptacle 520 appears as transparent. Indifferent embodiments, the geometry of first protruding portion 510includes a base region 842, an elongated cylindrical region 844, atapered region 846, and an apex 834. In addition, in differentembodiments, the geometry of the first receptacle 520 includes a conicalreceiving end 830, an elongated channel 850, and a terminus 832. Whenthe base portion 550 moves into the docked position, the protrudingportion enters an opening formed by an outermost portion of the conicalreceiving end 830 and continues forward until apex 834 closelyapproaches or contacts the terminus 832. The full length of thecylindrical region 844 and tapered region 846 are disposed within thechannel 850. In addition, at least a portion of the base region 842 mayalso be disposed within either or both of the conical receiving end 830and channel 850. In some embodiments, a first length L1 of the firstprotruding portion 510 can thus be substantially similar to a secondlength L2 of the first receptacle 520. In addition, in some embodiments,a first diameter D1 of the cylindrical region 844 can be substantiallysimilar to a second diameter D2 of the channel 850, thereby providing asnug, secure fit between the two elements and promoting a stableinterface between the active component 252 and passive component 254.

In some embodiments, the apex 834 and/or terminus 832 can include asensor that detects if/when contact has been made between the twoelements, and/or how much force is being applied from the apex 834 ontothe terminus 832. The sensor may also detect how much distance remainsbetween the two surfaces and provide information to the system as to thestatus of the docking process. In one example, the system can providelinear telemetry indicating how far the body portion 550 has moved basedon force feedback from the linear actuator 320. If the telemetryindicates that the carriage has moved a sufficient distance to completethe docking operation, a signal can be generated indicating that dockinghas been successfully achieved. In another example, the operator can benotified by generation of an automated error code if the telemetry isoutside of the expected range. Similarly, during un-docking, lineartelemetry from the linear actuator can be received that indicates themating elements have been decoupled (e.g., each protruding portion hasexited a corresponding receptacle). In such cases, the system cangenerate a signal for the operator indicating that the battery assemblyhas successfully disengaged from the electric vehicle.

In different embodiments, the connection system includes provisions forenabling the body portion 550 to travel from the first position to thesecond position as discussed in FIGS. 8A and 8B. As noted earlier, theactive component 252 includes actuator 320. Referring now to FIGS. 9Aand 9B, additional details regarding the operation of the actuator 320will be provided. In some embodiments, the actuator 320 includes atleast one linear actuator 940 and a linkage assembly 910, where thelinkage assembly 910 comprises a first link 914 and a second link 916.The actuator 320 will be actuated by the linear actuator 940, and thelinear actuator 940 includes a piston rod 912 that is configured to movethe linkage assembly 910. In some embodiments, the linear actuatorincludes an electric actuator (e.g., an electric cylinder), while inother embodiments, the linear actuator includes a hydraulic cylinder.The piston rod 912 extends from a cylinder barrel 942 of the linearactuator 940 and is movably connected (permitting relative rotation) tothe linkage assembly 910 at a coupling joint 944, forming an upside-down“Y”-shape. In addition, the first link 914 has an end that is movablyconnected to a rear portion of the body portion 550, and the second link916 has an end that is movably connected to a bottom portion of thehousing frame 390. For purposes of this disclosure, movably connectedrefers to a connection between two elements and/or components that isconfigured to allow each element or component to move and/or changeposition relative to the other element or component. Some non-limitingexamples of movable connections include hinges, slides, brackets, andother connectors that permit movement of two or more parts that areotherwise fixedly attached or joined to one another.

Before the docking process is initiated, the piston rod 912 and linkageassembly 910 are in a retracted position, where the length of the pistonrod 912 is disposed substantially within the cylinder barrel 942, asshown in FIG. 9A. This configuration will be referred to as a retractedstate of the actuator. The piston rod 912 and second link 916 arearranged at an obtuse, first angle A1 relative to one another, and thefirst link 914 and second link 916 are arranged in a V-shape at anacute, second angle A2 relative to one another. Once the docking processis initiated, the piston rod 912 is pushed outward in a diagonallydownward direction, exerting pressure on the coupling joint 944 as thestroke is performed. The links are pushed downward until they aresubstantially straightened, transitioning to an upside-down “T”-shape.Angle A1 decreases to an angle A3 of nearly 90 degrees, and angle A2expands to an angle A4 of nearly 180 degrees. At the same time, the bodyportion 550 glides forward along a plurality of support rails. In thisexample, there are four support rails, though only two are visible inFIGS. 9A and 9B, where the remaining two rails are disposed on theopposite side of the body portion 550. The body portion 550 includes afirst guide 920 that travels along a first rail 922, and a second guide924 that travels along a second rail 926. The rails ensure that themovement of the body portion 550 remains stable and linear in a firstdirection 948.

During the transition between the two configurations toward docking,almost all of the motion of the linkage assembly 910 is directed in thehorizontal direction with minimal vertical motion. This helps ensurethat the male interface 310 has sufficient horizontal momentum forcontacting and being engaged by the female interface features of thepassive component of the battery assembly. The linkage assembly 910 thenbecomes passively locked in the extended position, resistingdisengagement and/or a return to the previous configuration andpreventing the system from being back-driven until an un-dockingoperation is initiated. In other words, the body portion 550 will notrevert back to the retracted position until the linear actuator 940retracts the piston rod 912. This configuration will be referred to asthe extended state of the actuator.

When the battery assembly is to be disconnected from the vehicle, theactuator will automatically retract piston rod 912 within cylinderbarrel 942, causing the coupling joint 944 to be pulled up, andcontracting the linkage assembly 910 back into the retracted positiondepicted in FIG. 9A. During the transition between the twoconfigurations toward un-docking (disconnection), almost all of themotion of the linkage assembly 910 is such that body portion 550 istranslated in a primarily rearward direction. This helps ensure bodyportion 550 has sufficient rearward momentum to be disengaged from thepassive component. In addition, the proposed linear actuator arrangementprovides amplification of mechanical force and a passive back-drivinglockout while remaining compact enough to implement on an electricvehicle that must navigate in small, narrow spaces.

As discussed earlier, the passive component and active component will bedocked together in order to provide an electrical connection between thebattery assembly and components of the vehicle. In order to ensure thatthe docking of the two components occurs smoothly and that theconnection is maintained throughout the duration of the battery use bythe vehicle without disruption, the centering mechanisms can compensatefor the expected motion and movement of the parts relative to oneanother during docking and the subsequent normal operations of thevehicle. In different embodiments, the connection system can includeautomated provisions for ensuring the two components are centered and/oraligned in order to achieve a stable, functional connection. In someembodiments, such centering provisions can be implemented by analignment system based on structures formed on either or both of theactive component and passive component. FIGS. 10A and 10B present anembodiment in which the passive component 254 includes a first alignmentsystem and FIG. 11 presents an embodiment in which the active component252 includes a second alignment system.

Referring first to FIGS. 10A and 10B, an inwardly-facing side 1000 ofthe female interface 712 (i.e., the opposing-facing side relative toFIG. 7 ) is depicted in order to more clearly illustrate aspects of thefirst alignment system. The first alignment system can be seen toinclude a first centering mechanism 1010 disposed near the first cornerportion 782 and a second centering mechanism 1020 disposed near thethird corner portion 786. The first centering mechanism 1010 includes afirst base disc 1012 and a smaller first offset disc 1014 that isdisposed on top of the first base disc 1012 (i.e., overlapping oreclipsing a portion of the larger disc that is beneath), as well as afirst spring-loaded cylinder 1016 and a second spring-loaded cylinder1018. Similarly, the second centering mechanism 1020 includes a secondbase disc 1022 and a smaller second offset disc 1024 disposed on top ofthe second base disc 1022 (i.e., overlapping or eclipsing a portion ofthe larger disc that is beneath), as well as a third spring-loadedcylinder 1026 and a fourth spring-loaded cylinder 1028. Eachspring-loaded cylinder is movably connected at one end to an offsetdisc, and at another end to a wall on which the second connector set 712is mounted.

In addition, in FIG. 10A, each offset disc is centered with respect tothe base disc such that the offset disc and base disc are concentric,where a first disc center 1070 is positioned at the center of both thefirst base disc 1012 and the first offset disc 1014, and a second disccenter 1072 is positioned at the center of both the second base disc1022 and the second offset disc 1024. This arrangement represents thedefault state for the centering mechanisms 1010 and 1020, which areconfigured to provide the receptacles with an alignment tolerance thatis biased toward the center position by the spring-loaded cylinders.

The relationship of the centering mechanisms with the receptacles can bebetter understood with reference to both FIG. 10A and FIG. 7 . Forexample, the first disc center 1070 can be understood to correspond andbe connected to a first center region 1074 of the first receptacle 520located on the opposite side, and the second disc center 1072 can beunderstood to correspond and be connected to a second center region 1076of the second receptacle 522 located on the opposite side (see FIG. 7 ).In other words, any movement of the receptacle will be in sync withmovement of the offset disc.

Thus, the centering mechanisms allow the receptacles to move within theboundary set by the outer circumference of the base disc. Thereceptacles can be allowed to ‘jiggle’, wobble, vibrate or otherwise bejostled or experience other normal micro-motions that can be expected tooccur during vehicle operation and/or docking, and are able to withstandthe associated mechanical strains that might be applied on the system.For example, the centering mechanisms can ensure that alignment betweenthe first receptacle and the first protruding portion is maintainedduring destabilizing movements of the battery assembly and/or electricvehicle.

An example of such a process will now be shown with reference to FIG.10B. In the specific example of FIG. 10B, the first offset disc 1014 hasbeen pulled downward to a maximum tolerance, where a portion of theouter perimeter of the two discs are now in contact with one another. Inother words, the first disc center 1070 (and corresponding firstreceptacle disposed on the opposite side) has become offset relative tothe origin point of the first base disc 1012, and the second disc center1072 (and corresponding second receptacle disposed on the opposite side)has become offset relative to the origin point of the second base disc1022. This motion is stabilized and restricted by each spring-loadedcylinder, which also work in concert to cause the offset discs to revertto the default position once the micro-motions that affected theposition of the receptacle have ceased. It can be appreciated thatduring automated docking, some degree of offset between the twocomponents can occur; in such cases, the centering mechanisms describedherein can guide the receptacles into a predetermined position to ensurethe connectors on each interface are aligned and properly engaged.

In different embodiments, the active component can also or alternativelybe configured with centering mechanisms. Referring now to FIG. 11 , acutaway view of a rearward-facing side 1100 of the male interface of theactive component 252 (i.e., the opposing-facing side relative to FIG. 6) is depicted in order to more clearly illustrate aspects of the secondalignment system. In this example, the second alignment system comprisesa third centering mechanism 1150 that includes a plurality ofspring-loaded cylinders (“springs”) arranged to form a perimeter aroundthe interior cabling junctions 1160 for the first connector panel 610and second connector panel 620 (see FIG. 6 ). In this case, the springsof third centering mechanism 1150 extend around the center in asubstantially rectangular arrangement. In particular when the baseportion of the active component is jostled or experiencesmicro-movements, a stable, continuously maintained connection betweenthe male interface and female interface is essential.

The arrangement of FIG. 11 represents the default state for the thirdcentering mechanism 1150, which is configured to provide the bodyportion of the active component with an alignment tolerance that isbiased toward the center position by the spring-loaded cylinders. Thus,the centering mechanisms allow the receptacles to move to the extentpermitted by the elasticity of the springs. The first connector set andprotruding portions can thereby be allowed to ‘jiggle’, wobble, vibrateor otherwise be jostled or experience other normal micro-motions thatcan be expected to occur during vehicle operation and/or docking, andare able to withstand the associated mechanical strains that might beapplied on the system.

In different embodiments, the tolerance in the vertical and horizontalpositions for each component can vary. That is, the degree to which theactive component and/or passive component can be misaligned relative toone another in the horizontal or vertical directions as they are broughtcloser together can vary. Generally, the tolerance may be determined byvarious factors including the dimensions of each component and matingset as well as the specific geometry of the interior sidewalls of eachreceptacle that are intended to guide the protruding portions towards acentrally aligned position. As a non-limiting example, the firstalignment system for the passive component may have an approximately+/−20-30 mm alignment tolerance, and the second alignment system for theactive component may have an approximately +/−10-20 mm alignmenttolerance, though in other embodiments, the tolerances can be smaller orgreater.

FIG. 12 is a flow chart illustrating an embodiment of a method 1200 ofautomatically connecting a battery assembly to an electric vehicle. Themethod 1200 includes a first step 1210 of receiving a request to performan automated docking operation. In addition, a second step 1220 includescausing, in response to the request, a linear actuator to transitionfrom a retracted state to an extended state. As a result, a body portionof the electric vehicle is pushed distally outward. In a third step1230, the method 1200 includes automatically connecting a first set ofelectrical connectors disposed on the body portion to a second set ofelectrical connectors disposed on the battery assembly, therebyproviding power to the electric vehicle.

In other embodiments, the method may include additional steps oraspects. As one example, the method may also include steps of arrangingthe battery assembly and the electric vehicle such that a femaleinterface of the battery assembly and a male interface of the electricvehicle are directly facing one another, and moving the battery assemblysuch that there is a gap of less than ten inches between the maleinterface and the female interface. In another example, the method mayalso include steps of determining that a first protruding portion of thebody portion has been received by a first receptacle of the batteryassembly based on linear telemetry provided by the linear actuator, andgenerating a signal indicating that the battery assembly hassuccessfully docked with the electric vehicle.

In some embodiments the method can further comprise steps of receiving arequest to perform an automated un-docking operation, causing, inresponse to the request, the linear actuator to transition from theextended state to the retracted state, thereby pulling the body portionof the electric vehicle proximally inward, and automatically separatingthe first set of electrical connectors from the second set of electricalconnectors, thereby disconnecting the battery assembly from the electricvehicle. In such cases, the method can also include determining that afirst protruding portion of the body portion has exited a firstreceptacle of the battery assembly based on linear telemetry provided bythe linear actuator, and generating a signal indicating that the batteryassembly has successfully disengaged from the electric vehicle inresponse to the determination.

While various embodiments of the invention have been described, thedescription is intended to be exemplary, rather than limiting, and itwill be apparent to those of ordinary skill in the art that many moreembodiments and implementations are possible that are within the scopeof the invention. Any element of any embodiment may be substituted foranother element of any other embodiment or added to another embodimentexcept where specifically excluded. Accordingly, the invention is not tobe restricted except in light of the attached claims and theirequivalents. Also, various modifications and changes may be made withinthe scope of the attached claims.

The invention claimed is:
 1. A battery docking component for an electricvehicle, the battery docking component comprising: a body portiondisposed along an outermost portion of the electric vehicle, the bodyportion including a forward-facing surface, the forward-facing surfacecomprising a male interface configured to connect to a female interfaceof a battery assembly; an active component including a linear actuatorand a linkage assembly disposed behind and movably connected to the bodyportion, the linear actuator being configured to push the body portiondistally outward in order to automatically connect the male interface tothe female interface; and a first rail to which the body portion ismovably connected, wherein the body portion is guided along the firstrail when the linear actuator transitions between a retracted state andan extended state.
 2. The battery docking component of claim 1, furthercomprising at least a first protruding portion extending distallyoutward from the male interface.
 3. The battery docking component ofclaim 2, further comprising a second protruding portion extendingdistally outward from the male interface, wherein the first protrudingportion is disposed on a first corner portion of the male interface andthe second protruding portion is disposed on an opposite, second cornerportion of the male interface.
 4. The battery docking component of claim1, further comprising a first set of external connector elementsdisposed on the male interface.
 5. The battery docking component ofclaim 1, wherein the linear actuator is further configured to retractthe body portion proximally inward in order to disconnect the maleinterface from the female interface.
 6. The battery docking component ofclaim 1, wherein a majority of the body portion is disposed within ahousing frame when the linear actuator is retracted, and a majority ofthe body portion is disposed outside the housing frame when the linearactuator is extended.
 7. The battery docking component of claim 1,wherein the linkage assembly further comprises a first link and a secondlink that are movably connected to the linear actuator.
 8. A batterydocking system comprising: a first docking component connected to anelectric vehicle, the first docking component including: a body portiondisposed along an outermost portion of the electric vehicle, the bodyportion including a male interface configured to connect to a femaleinterface of a battery assembly, the male interface further including afirst set of electrical connectors, and a linear actuator; a seconddocking component connected to a battery assembly, the second dockingcomponent including the female interface configured to connect to themale interface, the female interface further including a second set ofelectrical connectors; and wherein the first set of electricalconnectors is configured to automatically connect to the second set ofelectrical connectors when the linear actuator transitions from aretracted state to an extended state during docking, and the second setof electrical connectors includes a first connector panel and a secondconnector panel, the first connector panel being configured to providepower from a first battery pack and the second connector panel beingconfigured to provide power from a second battery pack.
 9. The batterydocking system of claim 8, wherein the male interface further includes afirst protruding portion, the female interface further includes a firstreceptacle, and the first receptacle is configured to snugly receive thefirst protruding portion during docking.
 10. The battery docking systemof claim 9, wherein the first protruding portion includes asubstantially elongated cylindrical portion and the first receptacleincludes a narrow channel configured to surround the cylindrical portionwhen docking occurs.
 11. The battery docking system of claim 9, whereinthe first protruding portion includes a tapered end configured to makecontact with an interior terminus of the first receptacle duringdocking, thereby causing a signal to be generated indicating that thebattery assembly has successfully docked with the electric vehicle. 12.The battery docking system of claim 8, wherein the male interfaceincludes two protruding portions, and the female interface includes tworeceptacles, and each protruding portion is aligned with a correspondingreceptacle when the male interface directly faces toward the femaleinterface.
 13. The battery docking system of claim 9, wherein the seconddocking component further includes a spring-loaded alignment systemconfigured to bias the first receptacle toward a center position. 14.The battery docking system of claim 8, wherein the first set ofelectrical connectors is configured to automatically disconnect from thesecond set of electrical connectors when the linear actuator transitionsfrom the extended state to the retracted state during an un-dockingoperation, thereby separating the battery assembly from the electricvehicle.
 15. The battery docking system of claim 9, wherein the seconddocking component further includes a centering mechanism configured tomaintain an alignment between the first receptacle and the firstprotruding portion during destabilizing movements of the batteryassembly relative to the electric vehicle.
 16. A method of automaticallyconnecting a battery assembly to an electric vehicle, the methodcomprising: receiving a request to perform an automated dockingoperation; causing, in response to the request, a linear actuator totransition from a retracted state to an extended state, thereby pushinga body portion disposed along an outermost portion of the electricvehicle distally outward; automatically connecting a first set ofelectrical connectors disposed on the body portion to a second set ofelectrical connectors disposed on the battery assembly, therebyproviding power to the electric vehicle; determining that a firstprotruding portion of the body portion has been received by a firstreceptacle of the battery assembly based on linear telemetry provided bythe linear actuator; and generating a signal indicating that the batteryassembly has successfully docked with the electric vehicle.
 17. Themethod of claim 16, further comprising: arranging the battery assemblyand the electric vehicle such that a female interface of the batteryassembly and a male interface of the electric vehicle are directlyfacing one another; and moving the battery assembly such that there is agap of less than ten inches between the male interface and the femaleinterface.
 18. The battery docking system of claim 9, wherein the seconddocking component further includes a centering mechanism that maintainsan alignment between the first receptacle and the first protrudingportion during destabilizing movements.
 19. The method of claim 16,further comprising: receiving a request to perform an automatedun-docking operation; causing, in response to the request, the linearactuator to transition from the extended state to the retracted state,thereby pulling the body portion of the electric vehicle proximallyinward; and automatically separating the first set of electricalconnectors from the second set of electrical connectors, therebydisconnecting the battery assembly from the electric vehicle.
 20. Themethod of claim 19, further comprising: determining that a firstprotruding portion of the body portion has exited a first receptacle ofthe battery assembly based on linear telemetry provided by the linearactuator; and generating a signal indicating that the battery assemblyhas successfully disengaged from the electric vehicle.